Locomotive-boiler



(No Modem r G. S. STRONG.

LUGOMOTIVE BOILER.

Patented July 25', 11882..

ffa, .3,

j IVE/Waff.- ,501749 ,I

WMV

I tion; Fig. 3, a section on UNITED STATES 'PATENT OFFICE.

GEORGE S. STRONG, OF PHILADELPHIA, PENNSYLVANIA.

LOCOMOTIVE-BOILER.

SPECIFICATION forming part of Letters Patent No. 261,783, dated July 25,

`Appnoanon inea Mmh 1a, rss2. (No model.)

To all whom it may concern Be it known that I, GEORGE S. STRONG, a citizen ot' the United States, and a resident of Philadelphia, Pennsylvania, have invented certain Improvements in Locomotive-Boilers, of which the following is a specification.

My invention relates to improvements in steam-boilers of the locomotive type; and the main object of my invention is to discard the ordinary tire-box and its crown-bars and to substitute therefor the structure described hereinafter, by which the greatest strength is obtained by the'least amount of metal.

In the accompanying drawings, Figure l is a sectional perspective view of aportion ofthe improved steam-boiler; Fig. 2, a vertical secthe line l 2, Fig. 2; Fig. 4, an enlarged View, showing the detailed construction of parts of the invention; and Figs. 5 and 6 views illustrating a modilication of my invention.

A general preliminary understanding ot' my invention may be most readily acquired by reterence to the sectional perspective view, Fig. 1, in which A is the outer cylindrical shell or barrel of the boiler, the fire-box. end of this shell containing a cylindrical casing, B, which terminates in a tube-sheet, a, the Vusual tubes, extending from the latter to the tube-sheet near the front or smoke-,box end of the boiler, which is not shown in the drawings, as it may be similar to those of ordinary locomotiveboilers. The space within the casin g B, I term the combustion-chamber D, below which is the hre-chamber E, formed by the outer cylindrical shell, F,.and the ing, G, containing the grate. This inner casing, G, is connected to the casing B of the combustion-cham ber by a short tube, b, through which the products of combustion pass, a short tube, @concentric with the tube b, connecting the outer shells, A and F together, there being a water-space between the two short tubes. 'lhere is also a tubular connection, e, between the two outer shells, and there may be as many of these connections forming communications between the two chambers for the passage of the products of combustion or forming coinmunications between the water-spaces of the two chambers as the length of these cham- -bers and other circumstances may suggest;

inner cylindrical cas4 but in steam-boilers of the ordinary size one communication for the passage of the products of combustion and two watercommiunications situated in the positions shown will sutlice.

It will be seen that the communication b for the passage ofthe products of combustion from the nre-cham ber to the combustionchamber is nearthe liringend ofthe boiler-afeature which I consider important, as it promotes the thorough combustion ofthe gases.

By thus discarding the usual quadrangular lire box ofV a locomotive, continuing the barrel or cylindrical shell to the extreme rear ot' the boiler, forming within the rear portion ofthis shell a combustion-chamber, and suspending therefrom another cylindrical shell containing a cylindrical casing, within which is the lirechamber communicating with the said combustion-chamber, I obtain a firebox structure which, owing to the cylindrical form ot' the shells and casings of which it is com posed. possesses the maximum ot strength with theleast amount ot' metal, for the heavy and expensive crown-bars necessaryl'or flat-top lire-boxes are dispensed with and the well-known evils due to these bars obviated.

The usual stays which cross the water-spaces on the opposite sides ofordinary tire-boxes of locomotiveboilers are also rendered unnecessary; and it will be seen on reference to the vertical section, Fig. 2, that the flat rears w fw and the flat front y only of the lire-box structure require stays across the water-spaces.

While these prominent advantages are attained by my invention, there is every opportunity for a free circulation of water throughont the water-spaces between and outer shells of the structure.

The boiler is necessarily much less expensive than ordinary locomotive-boilers. At the same time there will be no diminution in the extent of effective heating-surface.

There is an opening, g, into the combustioncham ber, a fuel-opening, h, into the lire-cham- J ber, and the latter is provided with an airopening, c', and ash-pit opening j, all these openings being provided with suitable doors. I prefer to -build a detlector, 7c, in the combustion-chamberD for the purpose of insuring a more even distribution of the products of combustion to the different tubes x, and also theinner casings.

IOO

for insuring the ignition of the gases by contact with the deector, which becomes very highly heated. I also prefer to make the inner casings otl both chambers in langed sections, so that the ilanges may add strength to the said casin gs. The inner casin g of the combustion-chamber is, for instance, made in three sections, each having an annular ilange, the flanges of adjoining sections being riveted together at m m, Fig. 2, these ilanges being more clearly indicated in Fig. 4. The inner casing ofthe fire-chamber is also made in three sections, united by flanges and rivets at n n.

In the lnodcations shown in Figs. 5 and 6 the louter shell, A, ot' the combustion-chamber, while essentially cylindrical, is not in the form of a continuous cylinder, the continuity being interrupted at q q, Fig. 6. In the same manner the continuity of the outer cylindrical shell, F,.of the tire-chamber is interrupted at t t, and the two casings are connected together by plates e fu.

In referring hereinafter to shells and casin gs as being cylindrical I wish it to be understood that the term applies both to'continuous cylinders and cylinders the continuity of which is interrupted.

While an extended water-space is afforded between the two inner casings by the mode of construction shown in Figs. 5 and 6, the adoption ofthe dat plates U e will involve the 11ecessity of employing stays s and z between the tlat side plates at frequent intervals throughout the length of the chambers.

I claim as my invention-- 1. The combination of the tubed barrel of a locomotiveboiler with a tire-box structure consisting of two outer cylindrical shells, one above the other, two inner cylindrical and communicating casings, one for each shell, the up- 4o per inner casing forming a combustion-charm ber and the lower inner casing a tire-chamber, all substantially as set forth.

2. The combination, in a locomotive-boiler,

ofthe cylindrical shell or barrel A, containing 4 5 the usual horizontal tubes, and continued to the rear ofthe boiler, and the inner cylindrical casing, D, forming a combustion-chamber and terminating in the tube-sheet a, with the outer cylindrical shell, F, and tbe inner cylindricaL5o casin g, Gr, forming the fire-chamber, and with connections between the two outer shells and two inner casings, all substantially as described.

3. The combination of the upper cylindrical 5.5

shell and casin g, within which is the combustion-chamber, and the lower cylindrical shell and casing, within which is the lire-chamber, with the connection b, situated near the ring end of the structure, and forming the sole com- 6o munication for the passage of the products of combustion from the lower to the upper chamber, substantially as set forth.

In testimony whcreofI have signed my name to this specification in the presence ot' two sub- 65 scribing witnesses.

GEO. S. STRONG. Witnesses:

HARRY DRURY,

HARRY SMITH. 

